System of motor control.



No. 811,?66. PATENTED FEB. 6, 1906. i. B. EOE-BY.

SYSTEM 5 MOTGR CONTROL.

APPLICiTIflE PiLED OCT. 1, 1904.

Witnesses. Invenror I. 7,864 $6 Frad ficorqy.

UNITED sTArEs PATENT OFFICE.

FRED B. COREY, OF SCHENEOTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A GORPGRATlON OF NEW YORK.

SYSTEM OF MOTOR CONTROL- Specification of Letters Patent.

Patented Feb. a, 1906.

Application filed Butcher 1, not. senile. 226.754.

the motor-circuits of the several cars of a train are controlled pneumatically from one or more'points on the train.

In one of its aspects the'present invention relates to improvements in the system of control shown in Patent No. 763,046, granted June 21, 1901,, on an application filed by me. 1n the atented system the use of train-wires is avoi ed and only two train-pipes are used; but since one of the objects of that system is I to prevent the starting'of the car or train until pressure has been ap lied to both pipes the mechanism employed is not of the simplest form, and, furthermore, for the same and other reasons the compressed fluid is not employed in the most economical manner, for instead of serving at all times to operate the controller it is at times employed simply to actuate auxiliary devices preparatory to the application of the actual moving forces.

7 The present system also contemplates the use of two trainipes, but connected to a novel and simple orm of pneumatic o crating means for the motorscontroller 0 each car, the arrangement being such that pres sure in either pipe will move each controller to one of its running positions, and pressure in the other will continue the movement of the'controller to another position, the direc tion of movement of the car or train being determined as in the aforesaid atent b the order in which pressure is app 'ed to t e train e present invention is carried out by utilizi or each'car a single controller of, the type w ch when rotated in one direction controls. the motor cohnections ior forward movement and when rotated in the opposite direction controls the connections formanof whidh will place the contro er in full series ning in the reverse direction,.and associating therewith duplicate opera-ti devices either position, where it remains until the actuation oitheother device; which then continue improvements, and Figs.

the rotation of the controller to its parallel position.

One of the rincipal features of my present invention ice in the pecul ar form of operating device for the controllers; which enables these movements to be accomplished,

each operating device consisting, pro erably, of a pa r of pistons or diaphragms mounted in suitable chambers and so connected together and to-the controller that their successive operation in one order or the other serves to move the controller to its extreme forward or reverse 7 running position. The chambers in which the pistons or diaphra ms are mounted communicate directly Wit the train-pipes, thereby obviating the use of all valve mechanism except that in the motorinans valve for governing the admission and release of compressed fluid to the trainipes;

In the present system lly thus adding to-" ether the successive strokes of the piston or 7 5 iaphra m neither need have a stroke more than ha i as great as in the-patent heretofore referred to, and by doing away with all valves and stops the construction is greatly sim lified and the compressed fluid 1s em loye in is admitted to any one of a plurality of pipes.

Further objects of the present invention will appear in connection with the following description thereof.

The present invention is illustrated -in the accompanying drawings, in which- 'Figure 1 represents diagrammatically a ortion of a car equipment embodyi my 2 and 3 are stall views showing a convenient form of'motormans valve for use in connection therewith. rec

Similan reference characters will be used through the specification and drawingsto denote 11 a parts. v a

0' represents a. controller on one of theears of the train,

controller for centrcllingthe motor-controllore of the individual bars; or it maybe a. motor eontroller oi'the' ordinary type, It beand this may be either a master to 5 Jack 0, pivoted at c.

reverse direction.

a reservoir B, and from this reservoir the.

compressed fluid is admitted at the pro er times to the pneumatic controller-operating means D through the intervention of a motormans-valve V. The valve V is connected to the reservoir throu h pipe 3 and a branch pipe 4 and admits t e compressed fluid from pipe 3 to the pipes l and 2, which are in turn connected to the operating-cylinders d and d of the controller-actuatmg apparatus by means of the branch pipes 6 and 5. The pipes 1 and '2 extend from end to end of the car and are provided at each end with couplings m for connecting the ipes of several cars together. The valve 6, which is the motormans valve, is p'referabl provided in duplicate, one on eachend of t e car, where by the car ma be operated from each end.

The contro lershaft C is provided with a gear-wheel c, which meshes with a segmental In Fi 1 the parts are shown in their normal or of? positions, and the gear-wheel c then en ages with the rack c at or about its center. pon oscillating the rack in one direction the forward motor con nections are secured. Upon turning it in the opposite direction the motors are connected for movin the car or train in the uitable springs c are connected'to the controller-shaft or to gearwheel 0 in order to turn the controller to its off position whenever the restraining infiuence ceases.

Within each of the cylinders d d is mounted a iston or diaphragm d d, respectively, and t ese pistons or diaphra ms a're connected to the cross heads at d d, the cross heads being adapted to reciprocate in suitable guides D. Pivotally secured to the cross-heads d d are a pair of links or arms d d, respectively the outer ends of these arms being provide with'elongated slots (1 d. A pin 0 passes through the slotsd d and into an arm a, extendigfi from the rack c. The parts are so arrang that when the pistons d d are in their retracted positions the controller is in its oil position and the Jzin c rests within the inner ends of the slots d. v

Assuming that the arts are in the position shown and it is desired to move the car in the forward direction, air is admitted into the properly series positionv -will cause the motorsto be connected in series'formovi'n the mirrorcontrollerin this instance merely 5 by the stems 7 pipe 2 and from thence through the branch pipe 5 into the cylinder d, the piston d being thereupon moved outwardly and carrying with it the stem (1". Since the in c rests within the inner end of the slot in this arm and the arms (1 an 1 c are at an angle to each other, the rack will be swung about its pivot, so as to move the controller to its forward se- 'ries position, where it will remain as long as the conditions remain unchan ed. When it is desired to move the contro lcr to its parallel osition, air is admitted to the pipe 1 and cm thence through the branch pipe 6 intothe cylinder d, whereupon the piston (11 is forced outwardly and the segment is given a further movement in the same directionnamely, to its forward parallel position. When itis desired to stop the motors, air is exhausted from both pipes and the pistons d d are forced baekwardly by means of s rings d" d", or by gravity where the cyliners are arranged vertically, and the controller is brought to its off position by means of the springs c. If, on the other hand, it is desired to reverse the motors in order to move the car or train in the reverse direction, air is admitted first to the pipe 1 and then to the pipe 2, whereupon the segment is again moved thro h two successive steps by the pistons, whic ,-;however, are operated in the reverse order, thereby moving the segment in the oppositedirectionand iving reverse sev ries and reverse parallel positions to the controller. I

The present invention im'ay. well be employed in connection with a controller of the t e illustrated in Patent No. 764,480 to J. liif Linn, granted July 5, 1904, in which case u on the successive operation of the pistons tii e movenieht ofzthe controller to its forward wardly .and tha -resistance e automatically cut out in order to accelerate the motors and its movement-to its rail lposition will cause the motors-to'first onnected'in parallel with all. resistance and the resistance to be subsequently, cut out stepby step. The

closes relaycircuits. If a controller of the ordinary type is employed wherein more than two sets of contacts'are progressively closed in the co n troller, a suitable damping or checking device ma beemployed in connection with the contro ler in order to prevent a too rapid progression of .thecontacts as the operatmg-segment is moved to its final series and parallel positions. I have also illustrated a pneue matic'ally-operated circuit-breaker E, the op-. erating meansF for which com rises a 0 Imder f, within which are arrange a pair 0 pistons or diaphragms f and f, located at some distance apart. Pipes 60 and 50, correspond ing to the pipes 6 and 5, connect the tra npipesl and 2, respectively, with the chambers beneath the piston f and the piston f these parts being so designed that whenever pres sure is admitted to either of the pi es 1 or 2 the circuit-breaker will be closed bef dre either of the pistons d or d is operated, or at least not later than the operation of the istons. The pistons or diaphragrnsff may e operatively connected together with the circuitbreaker in various Ways. In the embodiment illustrated the piston or diaphragm f is connected with the switch member e by means of a stemf and a projection f from this same stern projects downwardly into a. hearing within a boss f forming part of the piston or diaphragm f Consequently when compressed fluid is admitted beneath the pis ton or diaphra 1n f it is moved upwardly independentlyo? the piston or diaphragm f thereby avoiding the retarding eil'ect which the lower piston would influence when conipressed fluid is admitted beneath the piston or diapln'agms f both pistons or diaphragms are moved upwardiy together; but since the chamber between the two pistons or diaphragms remains unchanged in volume sole retarding efi'ect of the piston or disphraginj" is a negligible quantitynarnely, that due to its weight. The sliding connection between the two pistons or diaphragrns is preferebiy made of such a length that the parts do not become disengaged in operation, and thereby each piston or diaphragm serves as a guide for the other.

The particular construction of the motor- Inans valve V forms no part of the present invention; but in Figs. 2 and 3 I have iihistrated valve mechanism suitable for use in connection with the apparatus which I have described. This vaive consists in the main of a plug-valve 1;, which determines into which pipe 1 or 2 pressure shall be admitted, and a disk valve o which admits compressed fluid from the pipe 3 into the trainipes when valve '2) is properly set and whic exboosts the compressed fluid from the trainpipes. The two valves are operated by means of handles it h; respectively. When it is desired to move the car or train in the forward direction, the valve 1; is turned to the position illustrated in Fig. 2, connecting the pipe 2 by means of a peripheral groove or port 82 with the port 71 in the valve-casing:

' Thercupon when the disk valve is moved to the position indicated in Figs. 2 and 3 compressed fluid will pass from the chamber 73,.

which is connected directly with the source of compressed-fluid supply, through the pipe 3, through the ports 72, 71, and 81, to the pipe 2, operating the piston d in the manner" previous described and moving the. contrailer to its final series position. Upon moving the disk valve in a clockwise direction to its second position the port 86 registers with the passage in the casing and the compressed fluid is then free to flew throngh the ports 85 and 70 and through the second peripheral passage or ort 82 in the plugvalve to the ipe 1, tl iereby operating the pistons d and moving the controller to its final parallel position. 7 The port '?2 is in the form of an elongated slot, so that as the disk valve is moved to cause the pipe 1 to be energized the ipe 2 still remains in communication wit the source of fluid-esp 1y. When it is desired to 7 5 return the centre ler to its ofi position, the disk valve is moved to its oil position, thereby closing communication between the chamber ?3 and the pipes l and 2 and bringing these pipes into communication with the undercut passage-way 84. (Shown inpart in Fig. 2 and in dotted lines in Fig. 3.) This pssssge wav is placed in open eoinrnsnica- 'tion' with the atmosphere by means of the port 88, (shown in dotted lines in Fig. 3,) and 85 the compressed fluid is free to escape to the 7 atmosphere, thereby releasing the pistons d and d and permitting them to be retracted.

if it is desired to operate the car or train'in the reverse direction, the plugvalve is fill-9o tiaily placed so that the orts 79 and 80, which extend through the ody of the plugvalve, connect the pipes 2 and l,respectively, with the passages or ports 70 and. 71. Thereupon when the disk valve is moved to the position shown air will first be admitted to the pipe 1 and thereafter to the pipe 2, causing the controller to be moved step by step in the reverse direction.

While I have described my invention as embodied in the best form now known to me, I do not iirnit the resent invention to the structural details illustrated, since in its broader aspects the present invention may be embodied in various forms. Furthermore, the mechanisms for operating the controller and the circuitdireal rer are not confined to those sees alone, since they may be employed to advantage in other apparatus.

Having described my invention, I claim as new and desire to protect by Letters Patent of the United States- L In combination, a controller and a pinrality of operating devices therefor acting thereon in suecession, the direction of movement of the controller being determined by der in which said ophrating devices are actuated. I

2; in a system of motor contr l, a switch for determining the direction in which current passes through the motors and for controlling the series and parallel motor connectfions; e plurality of operating devices there-v 'i r'eeting thereon in successionto produce successively series and parallel motor connec- 1 2 5 'tion, the order in which said operating devices are actuated determining the direction of rotation ofthe snot i V 3. in a system of roe eoreontrol, a switch for determining the direction of passage of 1 a current through the motors and for controlling the series and parallel motor connections, duplicate operating devices, acting successively upon the switch to produce the series and parallel connections of the motors, the order in which said o rating devices are ac tuated determining tne direction of the flow of current through the motors.

4. In a system of motor control, a controlling-switch for determining the direction of flow of current through the motors and for controlling the series and parallel connections of the motors, a pair of pneumatically-actuated devices associated with each switch for operating the same, two pipes communicating with said pairs of operating devices, and means for connecting said pipes successively with a source of compressed-fluid supply.

5. In a system of motor control, a controlling-switch, a pair of pneumaticall actuated devices associated with said switc for operating the same, two train-pipes communicating with said pair of operating devices, and means for energizing said train-pipes successively, the order in which the train-pipes are energized determining the direction of movement of the car or train.

6. In a system of motor control, a controller, a pair of operating devices associated with said controller, and means for actuating said operating devices successively, the direction of movement of the train being determined by the order in which said operating devices are actuated.

7. In a system of motor control, a con troller, a pair of operating devices for said controller, their successive operations serving to move the controller respectively to series and parallel positions and the direction of movement of the train being determined by the order in which said controller-operating devices are applied.

8. In a system of motor control, a motorcircuit, a controller therefor, a pair of operating devices for the controller, either of said operating devices serving to move the controller to series position and the other to move it to parallel position, the direction of movement of the train being determined by the order in which the operating devices are applied.

9. In a system of motor control, a motor-- controller, a pair of operating devices for said controller, elther of said operating devices se ving to move it to series position and the other to move it to parallel position, the di' rection of movement of the car or train being determined by the order in which the operating devices are applied, and means for controlling said operating devices from a single point.

10. In a s 'stem of control, a motor-circuit and an oscil ating controller therefor. a pair of pistons or' diaplrragms, chambers in which said pistons or diaphragms are mounted, means for admitting compressed fluid to said chambers in succession and connection between said controller and the piston or diaphragms such that the controller is oscillated in one direction or the other, according to the order in which compressed fluid is supplied t0 said chambers.

11. An oscillating driven member, a pair of reciprocatory driving members therefor and connections between the driven member and the drivingmernbers such that the driven member is oscillated in one direction orthe other depending upon the order in whiclisaid driving members are a plied.

12. An oscillating rrven member, a pair of reciprocatory driving members arranged to operate in succession upon said driven member to give it successive movement in the same direction, and connections between said driving and driven members whereby the reversal of the order in which the driving members are operated reverses the direction in which the driven member is oscillated.

13. In combination, an oscillating driven member, a pair of reciprocatory driving members, a slotted link pivoted to each driving member, and a pro ection from the driven Irnelinber extending through the slots in said 14. In combination, an oscillating driven member, a pair of reciprocatory driving members having paths of movement on opposite sides of the axis of the oscillating members, a slotted link pivoted to each driving member, and a proection from the driven member extending t rou h the slots in said links.

- 15. In combination, an oscillating driven member, a pair of reciprocatory driving members having paths of movement on op osite sides of the axis of the oscillating mem er, a slotted link pivoted to each driving member, and a projection from said recrprocatory member extending through the slots in said links and located near the inner ends of said slots when the parts are in their inoperative positions.

16. In a control system, a circuit-closing switch, a plurality of superimposed pistons or diaphra ms operatively related thereto, a

luralrty o ipes, and operative connection etween said istons and said pipes whereby pressure in eit er pipe moves a piston to close said switch.

7. In a control system, a circuit-closing switch, a chamber, a lurality of pistons or diaphragms associated therewith and operatively related to said switch, a plurality of pipes opening into said chamber upon corresponding sides of said pistons or diaphragms, and means for admitting compressed fluid to said pi es.

l8. n a control system, a circuit-closing switch, a chamber. a plurality of independent pistons of diaphragm associated therewith In witness whereef I have hereunto sei my one of which pistons or dia hragms is 0 erahand this 16th day sf Se nember, 1904. tively related to said switc a sizop'fer l imit- FRED B COREY ing the movement of the pistons or diaphragms toward each other, and means for admittiag com ressed fluid to either of said pistons 0r diap agms.

I Wxtnesses:

BENJAMIN B. HULL,

HELEN ORFQRD. 

